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The relationship between actors & structures is an important ontological aspect in social sciences. Today, the notion that this relationship should be seen as categorized by mutual interdependence, & consequently that both actors & structures should be considered primary ontological categories, is not a very controversial one. More controversial, however, is the phenomenon in social as well as natural sciences commonly known as social constructionism (or constructivism). In this article, the actor structure thinking is related to different constructionist conceptions. In connection with this, it is argued that if constructionism is primarily seen as an epistemological approach, it is in fact a natural consequence of the actor structure thinking. From the actor structure perspective then, the constructionist advocacy for contextualism -- ie, the ambition to accentuate the temporally & spatially distinctive character of reality in the analysis -- can be viewed as an important methodological guideline. 1 Table, 1 Figure, 35 References. Adapted from the source document.

This article presents a way of dealing scientifically with the problem of comparison among dynamically evolving units of analysis in social science, namely by using methods from theoretical, computational & mathematical biology & phylogeny (evolutionary tree) analysis. First, the standard political science & static method of comparative analysis is criticized. Second, some important aspects of the dynamic comparison are presented from its multidisciplinary & historic context, commenting on the compatibility with evolutionary institutional as well as universal Darwinian theoretical perspectives. Third, dynamic comparison is approached using first techniques from standard social science statistical software (SPSS) & then from molecular genetics (MEGA, Molecular Evolutionary Analysis). Examples of evolutionary tree analyses of the European nations are presented & discussed. Similarities & dissimilarities between social science & biological applications of the dynamic comparison techniques are discussed, emphasizing the importance of openness to new techniques & application of panel data for elaboration of new methods of dynamic comparative analyses in social sciences. 2 Tables, 9 Figures, 68 References. Adapted from the source document.

Symbolic politics is the degree to which political decision-making is motivated, not by the tangible aspects of the decision, but by the interpretation of what the decision represents symbolically. While symbolic politics is widely recognized as an important aspect of political decision-making, the phenomenon is insufficiently explored in political science. The first aim of the present dissertation is to develop and systematize concepts and mechanisms necessary for the study of symbolic politics. The second aim is to make a preliminary evaluation of the explanatory power of the suggested concepts. This is done by applying the concepts in two case studies of current Swedish policy-making. The first case is a study of the decision in 2000 to give state subsidies to broadband Internet connections. The second case is a study of the decision in 1997 to commence the nuclear power phase-out by closing the Barsebäck nuclear power plant. Symbolic politics is suggested to be defined negatively, as being those aspects of a political decision that are not tangible. The taxonomy of symbolic politics consists of four varieties: categories, principles, examples, and expressions. Categories are ways to create a symbolic connection between political issues by cognitively grouping them together. Principles are ways to give the categorization normative implications: since the issues are alike, they should be treated alike. Examples are instances where a single member of the group is offered as prototypical example of the entire group. An expression is the communicative use of political decisions, a deliberate signal or an unintended symptom of the actor's intentions. The taxonomy of symbolic politics can be incorporated in general theories of policy processes and political decision-making. Categories play an integral part of almost all public policy theories, and can help to explain problem-definition processes. Principles are techniques to expand the scope of a political conflict and mobilize new groups of actors. Examples are important to raise attention, both on an individual level, and on the political agenda. Expressions can be used both to expand and to contract the scope of a political conflict. The first case study, the broadband decision in 2000, reveals a mixture of instrumental and symbolic factors explaining the decision. Broadband connections were used as a prototypical example of Internet and information technology. In order to signal governmental commitment to it, the social democratic government changed their previously demand-based policy towards a more supply-oriented one. The second case study, the decision in 1997 to commence the nuclear power phase-out by closing the Barsebäck nuclear power plant, reveals a similar mixture of motives. It was decided in 1980 that all Swedish nuclear power should be phased-out before 2010. Fifteen years on, the credibility of this decision had successively eroded. By closing one nuclear reactor, and thereby sending a signal reassuring of the government's commitment to the phase-out, it was possible to abandon the 2010-limit without being accused of disrespecting the popular will. The symbolic political taxonomy is concluded to hold enough promise to warrant further elaboration.

When animals are exposed to a novel situation such as transportation, they react by eliciting certain physiological and behavioural functions in order to cope with the situation. These changes can be measured to indicate how much stress the animal is suffering. Physiological stress indicators often measured in animal transport research include changes in heart rate, live-weight, cortisol levels, and blood composition including electrolytes, metabolites and enzymes (Broom and Johnson, 1993). Animal behavioural stress indicators include struggling, vocalisation, kicking or biting, hunching of the back, urination, defecation and recumbence (Broom et al. 1996; Gregory, 1998). Meat quality parameters post mortem can also help to indicate stress levels in animals (Grandin, 1990; Gregory, 1998). These include incidence of bruising and DFD in all farm animal species and PSE in pigs. Mortality is also an obvious indicator of poor welfare. Combined aspects of transport that contribute to causing stress in livestock include loading and unloading procedures, close proximity to stock handlers, water/feed deprivation, noise, riding in a truck, mixing with other animals and being forced into unfamiliar environments. The responses of stock to these conditions will depend on the animal's genetically controlled adaptability, physical condition and its previous handling experiences (Gross and Siegel, 1993). Factors such as the adequate preparation of animals for transport, controlled prior access to feed and water, minimal disruption to social groups, considerate animal handling skills, adequate handling and transport facilities including good ventilation in trucks, and careful driving technique are major areas that dictate the standard of animal transport. For example, considerations for pigs should include a pre-transport fasting period which balances the requirement to avoid hunger, travel sickness and deaths. Breeding and selecting for more stress-resistant genotypes of pigs can improve the welfare by reducing mortality and the metabolic consequences of transport stress. Other factors influencing animal transport include farm size and country size. For example, livestock transport in Scandinavia involves transport vehicles travelling to more than one farm in order to fill a vehicle. In Australia often one farm pick up can fill a truck, and although the distances may be much longer to the abattoir, it will be more direct. The market demand dictates the type of animals transported. For example the veal trade in Europe demands young live calves to be transported over long distances from northern countries which supply it to the southern countries which demand it. This trade exists in live animals rather than meat because the demanding countries further fatten and slaughter these animals specific to their needs. The industry set up influences the standard of animal transport in different countries. For example in countries where industries are vertically integrated consisting of producer-owned slaughter plant co-operatives (Sweden and Denmark), producers are paid according to slaughter weight and lean meat percentage, therefore there is more consistent quality control measures in place. In Australia the marketing system is such that it provides no economic incentive to reduce losses. Greater public awareness of animal welfare seems to be increasing in western countries, and as a result there is more pressure on the livestock industry to adopt better standards for the farming, handling, transport and slaughter of animals. The transport of livestock in Australia continues to be under increased scrutiny from overseas markets and animal welfare groups. In the European Union (EU), public pressure has been a successful instigator to the drafting and continued improvement of comprehensive legislation for animal transport. EU animal transport laws cover aspects such as minimum design standards for livestock vehicles (including ventilation controls), maximum journey lengths before resting intervals, stocking rates, what animals are considered as fit to travel, and general handling and care requirements of animals in transport. These laws are causing debate between northern and southern countries in areas such as maximum journey lengths and vehicle design standards. Some countries such as the UK have also gone to a great effort to adjust national laws in order to incorporate EU transport laws, but countries such as Spain and Italy have not. Typically it is these countries that more often have poor standards of animal welfare, and the welfare of farmed animals has historically been of low priority (Schmidt, 1995). When and how these countries will adopt the comprehensive EU animal transport regulations, continues to be an unanswered and politically sensitive question between EU member states.

In this dissertation, the Swedish transport aid constitutes a case study with the aim of empirically testing the presence of institutional path dependency. In New Institutional Economics the concept institutional path dependency is used for analyzing why institutions that do not promote growth are developed even when better solutions are available. In this study, institutional path dependency is defined in the following way: institutional path dependency is when new institutional conditions develop in a way that maintains an economic and social practice within the sector of the economy that the institutional condition regulates. The transport aid was introduced in 1971 and is a part of Swedish regional policy. The transport aid is allocated to certain goods-producing companies in northern Sweden in order to subsidize their cost of transportation. The aim was that these companies would strengthen their ability to compete in markets in southern Sweden and abroad. In order to perform a test of the existence of path dependency, three criteria for path dependence were defined. The first of these criteria is that new institutional conditions arise with a maintained practice within the regulated sector. The second criterion for path dependency is that the institutional condition subsists when there are other alternatives which are better and well-known from the point of view of public economy. A third criterion for path dependency is that an institutional condition is given a new legitimacy when interest groups state new motives for it. The study has shown that a practice from the previous traffic policy has lived on in the institutional condition of the transport aid, through a continued subsidization of the cost of transportation similar to a historical tradition in early railway policy (for example in the Norrland tariff). A relatively large part of the transport aid has in practice been subsidizing transports of relatively unprocessed goods, which was a reason for the criticism that the transport aid received in previous studies. A practice from earlier traffic policy, which entailed leveled costs of transportation, has been difficult to combine in practice with goals from regional policy that have emphasized growth and industrial development. This indicates a path dependent development of the transport aid, since it's practice seems to be related to another "path" than main stream regional policy. Since the transport aid was continuously criticized in parliamentary reports and debates for conserving the economic structure in the support area and for distorting the competition on the transport market, there was probably a certain pressure to change the transport aid or replace it with other measures that were more neutral with regard to competition. This pressure of change was brought to a head in the parliamentary resolution from 1990, when the Government suggested radical changes in the design and organization of the transport aid. The Government bill was however rejected by Parliament, and the transport aid continued in the same form as before. Therefore, the transport aid has not followed changes in regional policy at large, neither with regard to organization nor formal goals, in spite of the fact that both the Government and the officials in the Transport Council (the administrative organization) have urged on an adjustment of the transport aid to fit the general direction of the regional policy at large. If the general direction of the regional policy in the 80s and 90s reflects a more growth oriented economic policy, then the transport aid has resisted institutional change, in spite of the fact that better and more well-known alternatives have existed with regard to promoting growth. The second criterion for institutional path dependency may therefore be considered fulfilled. Interest groups have on several occasions expanded the base for legitimacy of the transport aid by presenting new arguments to support it. One example of expanded legitimacy is that the transport aid was directed towards small and medium-sized companies in the 1980s. Such arguments were not presented when the transport aid was introduced in 1970, but was later emphasized by members of the Center Party and the Social Democratic Party. An interesting aspect of this institutional change is that the new motives also were characterized by ideological preferences for equality, since the transport aid with the help of this change would be able to support small firms in their competition with large firms in the same sector. This supports the assertion that the legitimacy of the transport aid has been derived from informal ideological preferences for equality rather than ideological preferences for growth, though the formal goals for the transport aid have been growth related. The conclusion is consequently that interest groups over time have managed to establish a stronger ideological legitimacy for the transport aid. All three criteria for institutional path dependency can therefore be considered fulfilled in the case of the transport aid. ; digitalisering@umu